Like I have posted earlier, I just installed a set of Pacesetter LT's and a ORY. I think the y-pipe might still be hitting underneath the car. I will address that tonight. I took my car out for a drive last night to open it up. I was rolling about 20-30 and floored it. It kicked down into first and when it shifted into second it had a small pause. Then it did it shifting into third also. If you were to be standing outside my car watching me go by it would have sounded like I have a 6 speed because of the pause in the shift. My car has never shifted slow. It has a Yank 2800 stall converter and a shift kit. It didn't shift like that until I put the headers and y-pipe on. Does anyone have any idea what is causing it to shift like that. My two possible theories are, maybe it is hitting the rev limiter now because it can breathe better or maybe my y-pipe is hitting underneath and it sets off some kind of timing issue. I don't know if either of my theories are remotely close to accurate. Any input would be appreciated. Thanks.

Brandon

 

as for the banging, the Y pipe doesnt need to go all the way on the header collector, u can pull the y back and it should miss the torque arm/under part od the body.
-Steve

 

Anyone??

 

anyone again?

 

If the Y pipe is hitting hard enough you could be getting some knock retard.

 

Did you ever get this fixed? becouse I just installed a set of mac's with a ORY and mine does the same thing but mine hits the rev limiter in 2ed.....and I have a friend that gutted his cats and it does it too..

 

Mine has done the same thing ever since I ported the MAF and bump stop mod. It acts like it pauses for a split second before it shifts. It has been this way for years and never gets any worse. It does it between 3/4 to full throttle and mostly noticeable on the 2-3 shift. When on the spray it multiplies the pause. I added a B&M shift improver and set it on the 1st setting. This almost got rid of it.

 

Well, I know nothing about A4's, but if you want an idea - what happens is very similar to the well known problem of MAF porting affecting the AT line pressure (->problems in A4). Your tuning is off, and that is equivalent to the MAF calibration being off -> incorrent transmission line pressure and hesitation you described (+extra wear)